Internal-combustion engine



1954 w. N. FENNEY ET AL INTERNAL-COMBUSTION ENGINE 5 Sheets-Sheet 1 Filed Sept. 21, 1948 IN V EN TORS \v\\\\\\ an 1| WILL/AM /V. FE/V/VEY 54. K5 REV '81,

Patented Aug. 10, 1954 Wi i N. Fenney, Hartsdale, Y., and Blak Reynolds, Riverside, Conn, assignors to Th Texas Gompa'ny, New York, N.

tion of Delaware Application September 21, roisgsenaiivo. 50,384

(01. flit-s32) 10 Glaims.

This invention relates to an internal combustionengine of the reciprocating piston type'opcrating with fuel injection and immediate ignition, wherein combustion is independent of the spontaneous ignition quality of the fuel employed, and knocking is prevented. Moreparticularly, the invention relates to an engine oithi'stype having a, disc-shaped auxiliary combustion chamber providing compression air (swirl -of high velocity. I

In the copending application Of Everett Barber, Serial No. 10,598, filed February 25, 1943, nowPa'tent No. 2,484,009 dated October 11 19449 there is disclosed and claimed the method of and apparatus for operating'an internal combustion engine in a manner such that smok s P vented irrespective oiihe octane or tane number of the fu l, he mixture'olens'ity a d the m pression ratio emplo ed. in accordance with this application, air is introduced in o a disc-shaped combustion space confined betw'en the piston and cylinder head of the engine cylinder 'in fa manner to produce .a high velocity inductionair swirl therein. This air iscompressed on the compression stroke of the piston"while the air swirl is maintained. The initiating of the injection of fuel occurs about "TB-"40 'ioeifore top dead center of the compression "stroke int-ca localized segment of the compressed swirling air on one side of the said main cylinder comhustion space and in the direction of air swirl. "The first increment of injected fuel is electrically ignited as by spark ignition less than 90 of swirling movement from the locus of injection and substantially as soon as combustiblefuel vapors-air mixture is formed therefrom to establish a name front travelling counter to the direction or air swirl; and the injection of fuel iscontinued into succeeding increments of the swirl-ingoompress'ed air immediately in advance of the travelling ilame front, so that additional increments of 'comhusth ble i-ue'l vapor-air mixture are progressively formed, ignited anel'bur-ned substantially as rapidly as formed. In anengi ne of this type; is necessarily some reduction in volumetric oinniency due to the required constrictim as liy shrouded air intake valve, needed toprouuce the induction air swirl;- and with the customary i80 shroud on the intake'valve set tangentially ortne combustion space, themaximum air velocity practically attainable without prohibitive loss in volumetric efiicieney is'around 6-18 rotations of the swirling air mass per engine revolution. Moreover, there is the further requirement that the induction air swirl mus persist oycle throus'houtthe stroke whishfuether limits the air swirl velocity at the time of injec- V '2 tion. The desirability of obtaining a com ression air swirl by movement of the piston forcing the compressed air into an auxiliary combustion chamber, whereby the maximum velocity ofai'r swirl is available during the latter part of the compression stroke when injection is taking place, -has"been recognized. However, due to the fact that combustion takes place in such an auxiliary chamber throughout most of the injection period, the increase pressur in that auxiliary chamher due to combustion tends to blow flfiamin'g products out "of the au'xiliary'ch'amber' into the main "combustion space and thus destroy the compression air swirl in the auxiliary chamber. since this occurs durin the continuance of injection, this blow-back interferes with the impregnation of succeeding increments 'of the compressed "air at a uniform incl-air ratio, destroys the established travelling flameiron t'operation and prevents the non-knocking combustion from being attained.

A principal object of the present invention is to provide a method of and construction for successfully carrying out this non-knocking combustion in an auxiliary combustion ch'al'nher'with maintained compression air swirl throughout the injection period, notwithstandin the rapid pressure frise 'due to combustion taking place therein.

A further object of the invention -is to provide anenjg'ine of this character capable of operating with higher velocities of air swirl than can be ohtained *by the induction type of air swirl without substantial loss in volumetric efficiency, whereby the non-knocking combustion cycle can be complete-dunore apidly with higher power output.

A still further object of the invention is to pro= vice a 'two cycle'engine of this type having im= proved scavenging of both the auxiliary and main combustion spaces, while attaining the said nonknocking combustion of high 'efficiency.

Other objects and advantages-of the present will be apparent from the following description when taken in coniu'nction with the attached drawing and the appended claims.

In accordance with the present invention, a uiiscehaped auxiliary combustion chamber of comparatively large diameter which may vary item a diameter approximately as large as .or even somewhat exceeding the diameter or the main nombustion space down to a diameter reater than the radius of the main {combustion space is provided, together with .a piston operatns in the main cylinder space with meohanical cleamnce from the .cylinder head at denial center-position. The auxiliary Qham her is also relatively shallow or small indepth to provide a volume which is coordinated with the 3 displacement volume of the piston in the main cylinder space to give the compression ratio desired, such as about 8: 1 to 12:1, preferably about :1. In addition, the auxiliary chamber is connected with the main cylinder space by a throat or passage opening from the periphery off-center or non-radially of the disc-shaped auxiliary combustion space in a manner to impart a swirling movement to the air in the disc-shaped auxiliary chamber as that air is forced from the main cylinder space through the throat into the auxiliary space on the compression stroke of the piston. The cross-sectional area of the throat is such that a compression pressure is built up in the main cylinder space during the intermediate part of the compression stroke when the linear velocity of piston movement is high; and said pressure is greater than that existin in the auxiliary combustion space at the time of initiating injection and combustion in the latter. The cross-sectional area of said throat is coordinated with the off-center spacing thereof to produce a velocity of compression air swirl in the auxiliary combustion space which, at about 50 before top center, is equivalent to about 8-15 rotations of the air per engine revolution. At the same time, the throat is purposely designed of sufficiently large crosssectional area so as to avoid undue pumping and friction losses as result from forcing the air through a very small passage to the auxiliary chamber. For this purpose, a restriction or crosssectional area of the throat which will produce a pressure differential which may range up to about 25-50 pounds per sq. in. when the engine is motoring or non-firing is ordinarily sufficient, when the timing and configuration of the parts, including ratio of piston stroke to cylinder diameter, are properly correlated with engine speed.

Injection of fuel is initiated into a localized segment of the compression air swirl at one side of the disc-shaped auxiliary combustion space and in the direction of air swirl about 50-25 before top dead center of the piston compression stroke, depending on the velocity of the compression air swirl, so that injection for full load op eration involving the impregnation of the swirling air during one complete rotation thereof, is terminated within the period of from about 10 before to about 10 after top dead center. By this construction and timing, the auxiliary chamber is filled with a large proportion of the entire charge of air per cycle at the time of initiating injection, and this compressed air in the auxiliary chamber has substantially its highest velocity of compression air swirl. Moreover, the air pressure in the main cylinder space at this time is higher than in the auxiliary chamber. The first increment of the injected fuel is positively ignited less than 90, preferably about 45-30, of swirling movement from the locus of inj ection, and as soon as combustible fuel vapor-air mixture is formed therefrom to establish the flame front across a radius of the auxiliary combustion space travelling counter to the direction of the compression air swirl therein; and injection is continued into succeeding increments of the compressed swirling air immediately in advance of the flame front in the manner attained in the main cylinder combustion space of the said Barber application. This provides the non-knocking combustion which is dependent on the maintenance of the compression air swirl for the impregnation of the succeeding increments of the swirling compressed air at a fairly uniform fuel-air ratio throughout the injection period.

The excess of pressure existing in the main cylinder space is such as to be maintained, despite the initial combustion occurring in the auxiliary chamber, until the piston has reached at least about 25-20 before top center position. At this time, the remaining clearance volume in the main cylinder space represents such a small proportion of the total displacement volume of the piston and consequently of the air mass in the auxiliary space, that the momentum of the rapidly swirling air within the auxiliary space, coupled with the final movement of the piston to top dead center where it has only mechanical clearance from the head, effectively prevent any appreciable interference with the regular air swirl and the travelling flame front operation in the auxiliary combustion space. By this method, the very rapid rise in combustion pressure within the auxiliary space occurs only after about 20 before top center; and the rapid pressure rise which occurs at this late time in the compression stroke is then ineffective to destroy the compression air swirl and the established flame front combustion until the piston moves downwardly about 10 or more on its power stroke. This permits injection to be completed by about top dead center for full load operation, while the established compression air swirl and the travelling flame front combustion are maintained. The peak pressure rise of typical Otto cycle combustion occurs near but slightly after top dead center. The non-knocking combustion is thereby accomplished in a highly efficient manner with substantially complete air utilization and without loss in volumetric efficiency.

The higher rate of compression air swirl, permitting more rapid combustion on the Otto cycle, also provides higher indicated mean effective pressure and power level with a given size of engine for the same compression ratio and charge density or boost pressure. It also enables injection to be initiated somewhat later in the cycle, preferably about 45-25 BTC, and still complete injection for full load operation at about top center and obtain typical Otto cycle combustion; and this further contributes to avoiding the steep pressure rise due to combustion until the piston has reached about 20 BTC. The present invention is advantageous for four-cycle operation. In addition, it is particularly applicable to two-cycle engines operating on the Otto cycle, as it enables improved scavenging of both the main and auxiliary spaces to be obtained by a unifiow circulation.

It has heretofore been suggested, as in Wolfard No. 1,305,579, to carry out simultaneous injection and combustion in an elongated or arcuateshaped auxiliary combustion chamber, wherein the movement of the main cylinder piston is relied on to produce a regular flow of air from the main combustion space pastthe injection nozzle into the auxiliary space. However, in the oddshaped auxiliary combustion spaces of this patent, there is no means to maintain a regular air movement during most of the injection period after combustion has started, since the increase in pressure due to combustion in the auxiliary space blows the flaming products as well as unburned fuel particles back into the main cylinder space and prevents any established flame front operation from being attained.

Also, flattened disc-shaped auxiliary combustion chambers have heretofore been proposed for diesel engines, or spark ignition engines functioning on the diesel constant pressure cycle, wherein injectionis initiated close-to topdeadcenter and continues fora substantial period of theinitial power stroke. These constructions have been utilized to promote turbulence. There is no *established flame front operation in these engines, and there is no possibility of obtaining regular directedmovement or air past the injection nozzle in the auxiliary combustion space during the main portion 01 the injection period which occurs 'Wh n' he Piston is mo ng dow wa dly on its WW s e The use of disc shaped auxiliary combustion cham s o ra ing wi h comp si n air swirl, wherein i fec o 99 d ing h at e part 9! he omp ess on'stro se .as al o b en proposed io'eosinesq hev lieese man typ But in hi ase, njec ion is c i ipl te o u stanti lly complete prior to ignition. Thisis merely an adaptaor theiie elm n principle to a compression s i ch ber; u there'is no problem h re of balancing the excess pressure due to combustion durin the earl pa t of the injection pe d cau e, g it on and c mbustion do not take place Ph l the impregnat on f h swirlin a r h s n ub tan iall c mpleted.

The pr se t in nt o is distin uished from he f reg in b a novel combina ion of the particular configuration, volume relationship and construction'oi the disc-shaped auxiliary comus io chamber a d t e main cylin r ch ber. to ether with the tim ng of injection i'ntoa c ized side of the. auxiliary space and'the iinmediate electrica ignitionto Obtain the traveling ame iro lz o e ation there n durin e la part of thecompression stroke to provide comhustione on the Qtto cycle, as well as a proper coordination oi the cross-sectional area of the throatwiththe other partsto build up an excess Ple sure inthc main space over that present in the auxiliary space, at, the time of initiation of injection and ignition and continuing until. the pis on. has. reached at east. about -20 before too dead cente and fin llv t e p per o e n-t positioning of, the throat. entrance, into the aux.- l l' 13y combustion spac for the selected cross,- ectioual area of the t a to produc..ethe. de s red veloci y of com ressionair swirl. whereby the; regular com ression. air swirl and the estab lish d. r nt-ope ation are main n d in he auxi ia y space, throug out-the in ection penos irrespective of the. com ust on takin Pl 'Eheinvention i n ore,v particularly illustrated in the drawing. which discloses.preferredembodi,

heme: and. wh r his. a, uertical; sectional View on the plane oi? he. l n o1 E 2; of. an ng ne. y ind r canstructed in accordance with the present invention;

Fig. 2 is a vertical sectional view on the plane of the line 2'-2 of Fig. 1';

Fig; 3* is; a vertical sectional view similar to gs. ofa modification;-

Fl 4% isa vcrticalsectionailiview of. the auxiliary com A tionchamberon; the plane of the line 4-4 oi l ig. 3;-

Eigd is a horizontal sectional view on the plane ofthe-linefi-iof Fig; Gota further-modification;

Fig. 6 is a: vertical; sectional view. onthe-phne: of the line 61:76 of Fig. 5'; and I Fig. 7 is a; typical plot for the present engine dppicting curves for the velocity" of air flow through thethroat,, the pressure drop through the. throat, and. the rateot compression swirl in au a-liars cham er or thadiiienenc posiaces-poo tions of "the piston in crank angle deg-meson its compression stroke.

Referring to Figs. 1 and 2, the engine cylinder is shown at 10 with water {jacket I l, piston 12,

wrist pin [3 and connecting rod l4 running to the usual crank shaft (not shown). Fastened by bolts Hi to theupper end of the cylinder i1! is a cylinder'head l6, the lower surface i l of which has only mechanical clearance from the top of piston 12 when the latter is in uppcrdead center position indicated-by the dotted line- 18.

The cylinder head I6 is formed with cylindrical auxiliary combustioncha-mber 20 surrounded by water jacket 2!. As shown, the diameter of'the auxiliary chamber 29 in the plane-of Fig. 1 is'only slightly less than the diameter of cylinder 16. However, the auxiliary chamber has flattened side walls 21 and 22 (Fig. 2) forming disc-shaped auxiliary space 23 which is comparatively narrow in-thickness, as clearly evident from Fig. 2,. While the construction shown, having flattened side walls constitutes a preferred embodiment, ,it' will be understood that these side walls can also be convex or concave to even approach a spherical shape; and'the expression disc-shaped as used throughout the description and claims is to be understood as covering these constructions and signifying the space defined by a geometrical figure spinning on its axis. Opening into the side wall 2i centrally of the disc-shaped Sprite E3 is an air intake passage 24 controlled by intake valve 25. -Opening through the flattened side wall 22 centrally of the-disc-shaped'space 23' is an exhaust passage iii-controlled by exhaustvalvc 2?. Auxiliary combustion space 23 is connected with the main cylinder space abcve'piston i2 by'a'throat 29'which, as shown clearly in Fig. "1 opens off-center or non-radially of space 23. Consequently onthe-compression stroke of piston 12, air being compressed is forced from themain cylinder space 2-8 through throat 29 into the auxiliarycombustion space 23 in a manner to impart a high compression air swirl in the latter in the direction of the arrow 30. For'reasons-described in greater detail hereinafter, throat '29 does not open tangentially of theouter circle or periphery 'of auxiliary space 23, but opens tangentially of a smaller concentric circle of the auxiliary space,

said concentric circlehaving a diameter which is substantially less than that of auxiliary space '23.

Mounted in cylinder head l6 and extending through the peripheral wall of auxiliary chamber- 720 is a fuel injection nozzle 32 having a spray port or portsdirected to'discharge a fuel spray .33'at one side of the auxiliary space 23 in the direction of air swirl (Fig. 1). The sprayis preferably cone-shaped so as to substantially fill the thickness of the disc-shaped space 23, as shown in Fig. 2. It will be understood that fuelnozzle 32 is connected by a suitable injection line to aconv'entional fuel pump driven in synchronism with the engine and at one-half engine speedfor four-cycle operation, said pump having provisions for controlling and regulating the time of initiation and duration of injection onoach cycle inaccordancc with engine load. Also mounted in head 16 and extending through the periphery of chamber 20 at a point less than cfswirling movement from the tip of fuel injection nozzle 32, and-preferably-about d5-30 therefrom is a spark plug 35 having elec-- trodes 36 positioned at the periphery of the aux- .iliary' space. It will be understoodthat the spark plugjfi is connectedin aconventional' automotive ignition system having a distributor driven in synchronism with the engine, whereby a spark of igniting intensity is available at electrodes 36 about 4-12 crank angle degrees following the initiation of injection from nozzle 32. As the conventional ignition circuits produce a spark of ignitable intensity which has a duration of about 5-15 or more crank angle degrees, the timing of the spark can be conveniently set to about coincide with the injection advance, and a spark of ignitable intensity will then be available at the time the first increment of injected fuel from spray 33 in combustible mixture form contacts the electrodes 36. While a spark plug is dis-- closed as a preferred embodiment, it is to be understood that other positive ignition means,

such as a glow plug connected in an electrical circuit so that exterior electrical energy is supplied thereto, can also be utilized.

As shown in Figs. 1 and 2, the throat 29 is constricted relative to the diameter of the auxiliary pressure in space 28 thus maintains the directed air flow from space 28 through throat 29 into chamber 23 at the time of initiating injection and combustion in chamber 23. Since the pressure rise due to combustion in chamber 23 is relatively slow during the initial part of the injection period, or until about 15 before top dead center of the compression stroke of piston 12, it will be appreciated that the excess pressure in the main cylinder space 28 over that existing in auxiliary space 23 is thus maintained during this initial period.

When the piston 12 has reached about 20 before top dead center, the remaining clearance volume in space 28 is then a small fraction of the total displacement volume of the piston on its compression stroke, such as about thereof. With a compression ratio of 10:1 which requires a volume of about of the piston displacement volume in the auxiliary space 23, this means that by 20 BTC at least about 75% of the air mass has been forced into the auxiliary space 23 where it is rotating at high velocity and thus has acquired substantial momentum. Even though the pressure rise in space 23 due to combustion takes place very rapidly between 20 BTC and top dead center, so as to quickly surpass the pressure then existing in the main cylinder space 28, this reversal of the relative pressures existing in 23 and 28 has little effect on the compression air wirl in 23 at this late period in the compression stroke. This is because the remaining clearance volume in space 28 at this time is so small and the time element so short that the only possible disturbance is in the throat 29 and at the periphery of the swirling air mass immediately adjacent the throat entrance. The momentum of the rotating air mass in 23 effectively overbalances the localized disturbance at the entrance of the throat and thus maintains the regular compression air swirl. Finally, the movement of piston 12 to top dead center with only mechanical clearance from head I! effectively prevents any appreciable backfiow from auxiliary chamber 23 through throat 29 into the main cylinder space until after the piston has passed top dead center. By this time, the injection has 8 been completed in the auxiliary space 23 even for full load operation, with the result that the maintained compression air swirl has insured the impregnation of the compressed air at the desired fuel-air ratio throughout the injection period.

When the injection starts on each cycle, the substantially immediate electrical ignition of the first increment of injected fuel initiates combustion, and a flame front is established in the auxiliary space 23 which extends generally across one side of the disc-shaped combustion space between the spark plug and the center of the cylinder. This fiame front travels with high velocity counter to the direction of air swirl. Normally, the velocity of flame propagation tends to exceed the velocity of air swirl, but the flame velocity is impeded by the air swirl and also by encountering excessively rich mixture as it tends to approach closer to the nozzle tip. The practical effect then is to maintain the flame front in a relatively fixed position with respect to the cylinder wall, plug and nozzle, although the flame front is travelling at high velocity relative to the air swirl. Since there is substantially no interference with the regular swirl in auxiliary space 23 during this injection and combustion period, and since the succeeding increments of compressed swirling air are impregnated at a desired. fuel-air ratio immediately in advance of this fiame front during the completion of the injection period, the established travelling flame front operation of non-knocking combustion is maintained until after injection on each cycle is complete and the piston has passed its top dead center position. The piston is then driven on its Working stroke, the exhaust valve 21 then opens, and exhaust takes place on the return stroke of the piston; the exhaust valve closes, and the intake valve opens on the suction stroke to fill the cylinder with a fresh charge of air, and the four-cycle operation is then repeated.

The following specific example of the invention is given by way of illustration. The main cylinder space 28 is 3%." in diameter, and the piston 12 has a stroke of 4 providing a piston displacement of 37.4 cubic inches. The auxiliary combustion space 23 has a diameter of 3" and a thickness of 1 providing a volume of 3.53 cubic inches. With the piston I2 having only mechanical clearance from the head 17, the following data were obtained on clearance volume above the piston in cubic inches in main cylinder space 28 for the indicated piston positions in crank angle degree before and after top dead center, together with the pressures existing in main cylinder space 28 above the pressures existing at the same time in the cycle of the engine when motoring or non-firing, at two different fuel-air ratios with a 50 injection advance.

Clearance Volume Above Piston in Main Cylinder Space in cu. in. (37.4 cu. in. piston Crank Angle Degrees displacement) .04 F/A .08 F/A The foregoing data show that, when operating chamber.

the engine on the non-knocking combustion principle as previouslydescribed, utilizing sub-* stantially the maximum injection advance of 50 BTC, the pressure due both to movement of the piston and to combustion at'20 before top center is only forty pounds per sq. in. above the pressure of the engine when motoring, which latter is due to the compressive movement ofthe piston alone. weight ratio and .08 fuel-air weight ratio, which includes most of the operative; fuel-air ratio range normally employed. This demonstrates that the pressure rise due-t combustion during the first 30 of the injection period occurs at a relatively low rate; and that an excess pressure of forty pounds per sq in. in main-cylinder space 28 over that existing in the auxiliary space 2 3 with the engine motoring provides an overbalancing pressure in the main cylinder space 28 until the piston has moved beyond 20 BTC on its compression stroke with the engine: firing. When the piston is at 20 BTC, the clearance volume above the piston inspace 28 is then only 1.1 cu. in. with a volume 0f'3.53 cu. in. in auxiliary space 23. This means that the piston has forced all but about 23.8% of the air mass into the auxiliary space 23 by 20 BTC. On the other hand, at 40 BTC or 40 ATG, the clearance volume above the piston in space 28 is 5.2 cu. in. which is larger than the volume of the auxiliary The latter represents a sufficient proportionof the total airmass that an excess of pressure in auxiliary space 23 due to combustion over that existing. in main cylinder space 28' would effect ablowbaok through throat 29 such as to interfere with the desired compression air swirl andn'ame front operation in auxiliary space 23. By maintaining the pressure in the main space 28 greater than that existing in auxiliary space 23 during this critical period, this interference is effectively avoided.

Between 20 BTC and l0 BTC, the pressure due combustion rises very rapidly as indicated by the table, with 235 pounds per sqain. above that of a motoring engine at .04 fuel-air ratio,

and. 315 pounds per sq. in. above'thatof a motoring engine at .08 fuel-air ratio, atlil B'IC. How: ever, during this period, the clearance volume above the piston in space .28 is uuite small in comparison tothe auxiliary chamber .volume, varying from L1 cu. in. at 20 B'IC'to 0.2 cu. in-

at 1.0 BTC. This latter clearance volume is, not

substantially greater than thatexisting in throat 2,9. Therefore, the excess pressure. in. auxiliary space 23 dueto combustion during this period can create at mostionly a turbulence in throat 29 and at the outer periphery oi the air. swirl immediate.-

1y opposite throatYiB. The momentumof the rapidly swirling air in 23 during this period is sufficient to greatly overbalance the eiiiect of. this turbulehce, and the regular air' swirl persists.

The final movement of the piston to top center with only mechanical clearance from the cylinder head then effectively prevents any backflow, while the peakv pressure rise due to com-.

with. the engine motoring is "sufiicient to maintain the desired compression air swirl and flame front combustion in auxiliary space 2'3 throughout the.

This is true at both .O-t fuel-air is thus between the time of initiation of injec tion and about 25-20 BTC.

The practical maximum cross-sectional area of throat 29 for the specific example set forth above is about 0.13 square inch. This maximum is limited by the restriction required'to produce an excess pressure in main space 28 over that existing in auxiliary space 23 of about 25 lbs/in}. The minimum cross-sectional area of throat 29 so as to avoid undue pumping losses is about 0.09 square inch. This provides a substantial constriction of throat 29 capable of building up an excess pressure in main cylinder space 28 over that existing in auxiliary chamber 23 of around fifty pounds per sq. in.

The range of sizes of the throat required to build up the said excess pressure range gives rise to another problem, which is the desired air swirl velocity. In the specific example set forthv above, where the throat enters on a tangent to the'outer circle or periphery of the auxiliary chamber 23, the theoretical air swirl velocity assuming 100% swirl efficiency, calculates to 22 rotations per engine revolution when the maximum throat area of. 0.13 in. is used, and to 3 2 rotations per engine revolution when the minimum throat area of 0.09 in. is used. Actually, friction. and inertia may reduce the swirl emciency to as low as around 75% and this gives an actual range of air swirl velocities of 16.5 to 24 rotations per engine revolution. This is above the range desired, since the said higher swirl rates require so rapid a rate of injection as to result in rough engine operation. As set forth above, the swirl rate is preferably maintained within. the range of about- 8-15 rotations per engine revolution, requiring.

an injection duration for full load operation of about -24 crank angle degrees.

From actual tests on swirl rates withan auxil-- iary disc-shaped chamber as illustrated in Figs. 1 andZ, it has been found that the following equation holds:

S: inax'a' Where 'S is the desired swirl rate, smax is the maximum swirl rate attained by having the throat tangential to the outer circle or periphery of the auxiliary chamber, at is the diameter of the auxiliary chamber, and d is thediameterofi a concentriccircle within the auxiliary chamber 'to which the center line or axis of the throat is tangential. Thus, by having the throat enter the auxiliary chamber ofiecenter; so that thecenter line of the throat is tangential to a concentric circle of diameter d" which bears therequired relation to diameter d of the auxiliary chamber as to reduce smax to S, the lower desired swirl rate'is secured, while retaining the excess pressure features describedabove. For example,

and as an. extreme case, with the minimum crosssectional-area of the throat of 0.09 inz in order to obtain a swirl. velocity of 8 rotations per engine revolution, the center line of. the threat is made tangent to an inscribed circle of the auxiliary chamber having a diameter equal to 8 X 3.0 inches or 1 inch (assuming a 75% swirl efiicieney). The actual swirl efliciency can readily be determined by known methods for any particular engine construetion or configuration, and the positioning of the throat for the desired swirl rate can then be determined in the above manner.

Design calculations for the present engine are based on the following equations which have been developed in order to solve the radically new problems presented herein:

Equation 1 below was derived as an approximation by assuming that, during the compression stroke of the piston, the density of the air in the main cylinder space remains the same as the density of the air in the auxiliary combustion space; then U SAP 1r(sin where U is the velocity of air flow through the throat S is the mean piston speed Ap is the area of the piston At is the area of the throat 0 is the crank angle from bottom center, and

R is the compression ratio where l V2P Ap is the pressure drop through the throat, p is the mass density of the air and U is the air velocity.

Substituting the value of U from Equation 1 in Equation 2, and converting the mass density to standard conditions by the formula M (3) D+V where M is the air mass D is the piston displacement V is the volume of the auxiliary chamber, and pi isthe mass density at initial condition or at bottom center then the following equation is derived:

Referring again to Fig. 7, the values of pressure drop through the throat for the said specific ex ample are plotted for the various crank angle positions as curve B. This shows that the pressure drop through the throat, which means the excess pressure in the main cylinder space over that'existing'in' the auxiliary chamber with the engine motoring, is quite small until the piston has passed BTC, begins to rise quite sharply at about 60 BTC, reaches a fairly high value by 50 BTC and a maximum at about 25 BTC, and then falls off very rapidly. But the values are all high during the critical period from the initiation of injection to at least 20 BTC; so that by having the throat of the required cross-section to produce a maximum excess pressure (pressure drop through the throat) of about 25-50#/in. it is readily evident that the required excess pressure is maintained during-the critical period.

The swirl rate in the auxiliary chamber for the various crank angle positions is calculated from the following equation:

where Se is the air rotations in the auxiliary chamber per engine revolution and the remaining symbols are the same as above.

Referring again to Fig. '7, the swirl rate in the auxiliary chamber for the various crank angle positions in connection with the said specific example is plotted as curve C, using the foregoing Equation 5. It will be noted that the swirl rate for the engine when motoring increases slowly up to a maximum at about 15 BTC and then falls off only slightly by top center. By 50 BTC the swirl rate has reached about /3 of its maximum; and during the entire injection period the swirl rate is at a high value. It is to be understood that the increase in swirl rate, as well as the increase in mass density of the air, during the injection period can be compensated by increasing the rate of fuel injection during each cycle to impregnate the succeeding increments of air at a controlled fuel-air ratio. While the foregoing curve for swirl rate is plotted for a swirl efliciency of and for the throat tangential to the periphery of the auxiliary chamber, it enables the actual swirl rates to be closely approximated by determining the actual swirl eificiency and applying a correction therefor, and also correcting for the offset of the throat center line from the tangent to the auxiliary chamber as described above. Moreover, in speaking of swirl rates, it will be appreciated that it is the average swirl rate during the injection period that is important, and it is this average value that is referred to unless the contrary appears from the text.

In the foregoing examples which are based upon the calculations and curves discussed above, it will be appreciated that the values given apply only for a compression ratio of 10:1 and an engine speed of 1800 R. P. M. But the design calculations can be made in a similar manner for other compression ratios and other engine speeds. In the case of a variable speed engine, the problem is somewhat more complicated, since the pressure drop through the throat varies as the square of the piston speed. Therefore, the cruising piston speed is ordinarily selected for design calculations as representing an average value of greatest use. The present'engine 'is ordinarily designed as a slow to. medium speed: engine; for example; one having a cruising speed of about race R... P. with. an. upper high speed maximumof around.

2460 R. P; M- Moreover; idling or slow speed operation is: with the engine: operating at about a minimum of 1200 R. P. M.

In the foregoing specific example, it be noted that the throat area range required to pro-- duce 25-50: lbs/in? excess pressure in the main. cylinder spaceoverthat in. the auxiliary chamber is: provided by a throat circular hr cross secti'on havinga diameter varying-between .0 .41. inchand: 0.134 inch. In general, the throat area willvary accordance with Equation. 4 above to maine tain' the. maximum pressure drop through the' throat at the required value with-m the. range of 25-5Ott/in. as: set forthtabove. It will be under:- stood that the throat neednot be circular in crossseetion but can be elliptical. with the: longer axis generally extending. across. the thickness of the auxiliary chamber in the plane of Fig; 2. The

central axis of the throat will ordinarily be. tangent'to. av concentric circle of the auxiliary chamber having. a diameter varyingfrom about? A; to of the auxiliary chamber diameten.

Figs. 3 and 4 illustrate a modification of the present invention adapted for two-cycle operation. In this case, the main cylinder .48 is equipped with a circumferential. series-. of air intake ports. M- positionedsomewhat above the top of the piston 52 when the latter at bottom dead; center. ihe auxiliary combustion chamber is mounted vertically at the side. of cylinder 40 and is connected with the main. cylinder: space 45 by a. horizontally extending throat. 4.6 which opens tangentially of an inscribed circle of the auxiliary combustion space 47. Chamber 4'4 is provided in its: opposite side walls. with exhaust passages. 48- a-nd -49. controlled by dual exhaust valves 58. and bi respeotively. Chamber 44' carries fuel injection nozzle 52' and spark plug 53 positioned in the: same general relationship. as: d6- scribedi abovein connection; with Figsgl and 2;

In. this case, the auxiliary chamber l 'l .isiof somewhat increased thickness, providingan en.- gine of a lower compressionratioozf the order of about 8:1. Thethroat ifi is inicross section and. is of intermediate limits-discussed. above. Y

In the operation of. this. engine. assuming the piston 42 to be descending on; a. power stroke, both exhaust valves and 51 open simultaneou-sly at about 40 before: bottom center. piston lz then uncovers air intake ports- ,M at about 2 5 before bottom center, permitting a flow of air'upwardly through the main cylinder. 45

driving the combustionproducts ahead of; the":

column of air inuniflo circulatiouthrough throat.-

sionstroke covers-theair intakeportslil at .25 after bottom center. The piston then continues on its compression stroke. producing a high. velocity compression air swirl in auxiliaryspace 41 of theorder of about lorotations per enginerevolution, togetherv with an excess pressureofabout;

40pounds per sq. in. main cylinder space45 over that'exi-s-ting inauxi-liary space '41 at. the-=- time of initiating injection at about 45 before;

size within the squish eifectisagain obtained as the. piston;

top center. 7 Spark ignitionxoccurs.immediately with the flame front combustion auxiliary,

space;41=,, as previously described; with; injection 142' terminating at about; 9" before: top center for full. load operation. The final movement of piston; 42- to topcenter position indicated at where it only mechanical. clearance with the cylinder. head. 56, produces a squish effect. on the final. portion. oi compressed. air which increases. the turbulence and permits more rapid completion. of any secondary combustion in auxiliary space 41- shortly after top dead center. The piston. is accordingly driven on its power stroke, and" the cycle-is then repeated.

Figs... 5 and. 6 illustrate a further modification also adapted for two-cycle operation. In this. case, the cylinder is equipped, with. a circum-- ferential series of exhaust ports 6| arrangedsomewhat above the top of the piston 62 when the latter is: at bottom dead center. Mounted at thesideof cylinder 60 is ahorizontal disc shapedauxili'ary combustion chamber 64 provided in its opposit side walls with air intake passages 65- and 68 controlled by dual intak valves 61.- and 68*,respectively. The disc shaped auxiliary com-'- bustionspace 69- is connected with the main cylinder' space lit by a horizontal throat H of sub-. stantial-lythe maximum cross-sectional; area within the limits specified above and openingtangentially of an inscribed circle of the auxiliary space 69. The auxiliary chamber 64 carries in its periphery fuel injection nozzl-el-Z and spark plug 13 inthe'relationship: previously described.

In the operation of this engine, assuming'pis ton G2 to be descending on its power stroke, the exhaust ports (H. are uncovered about 301 before bottom center. The dual intake valves Bl. andfill then simultaneously open about 20? before bottom center, creating a uniflow circulation and driving the-combustionproducts ahead of the air column from the auxiliary space 89 throughthroat H; and thence down through the main cylinder space 18 to the exhaust ports 61-. The rising mow-uncut of the piston on its compression stroke closes the exhaust ports at. 30 atter bottom center, and theintake valves then close about 40 after bottom center. Piston 62 continues on its compression stroke, creating a compression air swirl auxcombustion. space 69 of the order of about 8 rotations per. engine revolution. and an.- excess pressure: within main cylinder-space Hi above.

tion. which occurs about 50 before top center.

Spark ignition occurs immediately'vwith the char aoteristic non-knocking flame: front combustion, and with a duration of injection of about 45- for full load: "operation. The previously described.

moves to its: top center positionindicated-at 1'5, With only mechanical clearance from the cylindcr: head $6. The piston is their driven on its power stroke, andfthe cycle is repeated.

"Obviously many modifications and variations of theinvention as above set forth may be made without departing from the spirit and scope thereof, and therefore only suchlimitations. 1 should be imposed as are indicated" in the ap disc-shaped compression air auxiliary com-.4

bustion chamber into which substantially all. ai

the-air forced from the main cylinder-space; atthe'top of the piston compressionstrohmthe.

method which comprises restricting the iilowoiair f-EQiHE-fivid main cylinder space into a said auxinternal combustion.

iliary chamber to thereby build up a higher air pressure in the main cylinder space than in said chamber during at least the intermediate portion of said piston compression stroke and directing said flow of air oif center of said auxiliary chamber and tangential to a concentric circle of said auxiliary chamber having a diameter varying from about to of the auxiliary chamber diameter to produce an air swirl of predetermined regularity, initiating injection of fuel into a localized portion of the swirling air in said chamber about 50 to 25 prior to top dead center of said piston compression stroke and when the air pressure in said chamber is less than in said main cylinder space, electrically igniting the first increment of injected fuel less than 90 of arc downstream of said locus of injection and substantially as soon as combustible fuel vapor-air mixture is formed to establish a flame front traveling in said auxiliary combustion space counter to the direction of air swirl therein, continuing injection of fuel into said swirling air immediately in advance of said traveling flame front to progressively form additional increments of combustible fuel vapor-air mixture which are ignited by said traveling flame front and burned substantially as rapidly as formed, and maintaining the pressure in said main cylinder space greater than in said chamber during a sufficient portion of said injection to sustain said air swirl past said locus of injection within said chamber until said injection has terminated.

2. The method according to claim 1, wherein injection is initiated about 45-30 before top dead center, and continues for full load operation until about top dead center.

3. The method according to claim 1, wherein the air is introduced on the suction stroke of four-cycle operation into the auxiliary combustion chamber and passes from there into the main cylinder space, and resulting combustion products flow from the main cylinder space into the auxiliary combustion chamber and are discharged from the latter on the exhaust stroke of said piston.

4. The method according to claim 1 wherein operation on the two-stroke cycle includes introducing air into the main cylinder space just above the lower portion of piston travel therein for traveling in a uni-flow direction upwardly in a rising column through the main cylinder space and then through the auxiliary combustion chamber while exhausting from opposite sides of said chamber to scavenge the combustion products from both the main cylinder space and the auxiliary combustion chamber during the latter part of the piston power stroke and the early part of said compression stroke.

5. The method according to claim 1, wherein the resulting combustion products are exhausted from the main cylinder space just above the lower portion of piston travel on the power stroke of two-cycle operation, while air is introduced at opposite sides of the disc shaped auxiliarycombustion chamber and thence passes into the main cylinder space, traveling in the latter downwardly in a uniflow direction to scavenge the combustion products from both the auxiliary combustion chamber and the main cylinder space, the introduction of air being continued for a shortperiod of the cycle following the termination of the exhaust by the rising movement of the piston on the initial part of the compression stroke.

6. An internal combustion engine comprising a cylinder having a piston reciprocatingly mounted therein providing a main cylinder space, a discshaped auxiliary combustion chamber having a diameter substantially greater than its thickness, air inlet means for said cylinder, a short throat passage connecting said main cylinder space with said auxiliary combustion chamber and entering tangentially of an inscribed circle of said chamber having a diameter varying from about to of that of the auxiliary combustion chamber to produce a swirl of air therein responsive to a compression stroke of said piston, a fuel injection nozzle mounted in the periphery of said chamber and directed to produce a fuel jet in the direction of air swirl extending substantially across the thickness of said chamber but confined to a localized portion of swirling air across a radius of said chamber, electrical ignition means mounted in the periphery of said chamber less than of arc downstream of said nozzle, means coordinated with engine operation for initiating fuel injection about 50 to 25 before top dead center of said piston compression stroke and for immediately actuating said electrical ignition means to ignite the first increment of in jected fuel substantially as soon as fuel vaporair mixture has formed, said throat passage restricting air flow during at least the intermediate portion of said piston compression stroke to produce a higher air pressure in said main cylinder space than in said auxiliary chamber at the time of initiation of injection and ignition and until at least about 25 to 20 BTC in spite of the combustion occurring in said auxiliary chamber.

'7. An internal combustion engine according to claim 6, wherein said electrical ignition means is a spark plug having electrodes positioned adjacent the periphery of said disc shaped auxiliary chamber about SO-45 of swirling movement from the nozzle tip, and said means coordinated with engine operation initiates injection for full load operation about 45-30" before top dead center of the piston compression stroke with said means controlling the rate and duration of injection providing for termination of the injection period around top dead center.

8. In the operation of an internal combustion engine of the reciprocating piston type having a disc-shaped compression air swirl auxiliary combustion chamber into which substantially all of the air is forced from the main cylinder space at the top of the piston compression stroke, the method which comprises initiating injection of fuel about 50 to 25 prior to top dead center of said piston compression stroke into a localized portion of compressed swirling air at one side of a diameter of said disc-shaped auxiliary chamber but substantially extending across the thickness of said disc-shaped auxiliary chamber, im

mediately and positively igniting the first increment of injected fuel less than 90 of are downstream of said locus of injection to establish a flame front across a radius of said chamber traveling counter to the direction of air swirl therein, continuing injection of fuel at a controlled rate coordinated with air swirl velocity into succeeding localized portions of the swirling air immediately in advance of the formed flame front so that the additional portions of combustible mixture are progressively formed and burned substantially as rapidly as formed, thereby providing combustion on the Otto cycle with injection terminating close to top dead center for full load operation, and restricting and directing the flow of air from said main cylinder spaceoif center into said auxiliary chamber and tangential to a concentric circle of said chamber having a diameter varying from about /z to A of the auxiliary chamber diameter to maintain the regularity of the air swirl in said chamber correlated with the fueling rate substantially throughout the injection period in spite of the combustion simultaneously occurring in said chamber.

9. In an internal combustion engine of the reciprocating piston type having a compression air swirl auxiliary combustion chamber connected to the main cylinder space by a relatively short throat passage, with the piston having substantially only mechanical clearance in the main cylinder space at the top of its compression stroke, the combination wherein the said auxiliary chamber is disc-shaped with a diameter substantially greater than its thickness and with a volume in relation to the piston di placement volume providing a compression ratio of about.8:1 to 12:1, a fuel injection nozzle mounted in the periphery of said chamber and directed to produce a fuel jet into a localized portion of the swirling air at one side of a diameter of said chamber and substantially across the thickness thereof, positive ignition means mounted adjacent the periphery of said chamber less than 90 of arc downstream of said nozzle, means coordinated with engine operation for initiating fuel injection about 50 to 25 before top dead center of said piston compression stroke, and for immediately actuating said positive ignition means to establish a flame front across a radius of said chamber traveling counter to the direction of air swirl therein, said throat passage restricting and directing the flow of combustion air off center into said chamber and tangential to a concentric circle of said chamber having a diameter varying from about /2 to of that of said auxiliary chamber" for maintaining the regularity of the air swirl in said chamber throughout the injection period in spite of the combustion occurring simultaneously therein, and means for controlling the rate of injection coordinated with the air swirl velocity to impregnate succeeding portions of the swirling air immediately in advance of the formed flame front at a controlled fuel-air ratio so that succeeding portions of combustible mixture are progressively formed and burned substantially as rapidly as formed with combustion occurring on the Otto cycle and injection terminating around top dead center for full load operation.

10. In an internal combustion engine of the reciprocating piston type having a compression air swirl auxiliary combustion chamber connected to the main cylinder space by a relatively short throat passage, with the piston having substantially only mechanical clearance in the main cylinder space at the top of its compression stroke, the combination wherein said auxiliary chamber is disc-shaped with a diameter substantially greater than its thickness and with a volume in relation to the piston displacement volume providing a compression ratio of about 8:1 to 12:1, a fuel injection nozzle mounted in the periphery of said chamber and directed to produce a fuel jet into a localized portion of the swirling air at one side of a diameter of said chamber and substantially across the thickness thereof, positive ignition means mounted adjacent the periphery of said chamber less than of arc downstream of said nozzle, means coordinated with engine operation for initiating fuel injection about 50 to 25 before top dead center of the piston compression stroke, and for immediately actuating said positive ignition means to establish a flame front across a radius of said chamber traveling counter to the direction of air swirl therein, said throat passage restricting and directing the flow of combustion air ofi center into said chamber and tangential to a concentric circle of said chamber having a diameter varying from about to A of that of said auxiliary chamber for maintaining the regularity of the air swirl in said chamber throughout the injection period in spite of combustion occurring simultaneously therein, and means for controlling the rate of injection coordinated with the air swirl velocity to impregnate succeeding portions of the swirling air immediately in advance of the formed flame front at a controlled fuel-air ratio so that succeeding portions or" combustible mixture are progressively formed and burned substantially as rapidly as formed with combustion occurring on the Otto cycle and injection terminating around the top dead center for full load operation, said main cylinder space having air inlet ports formed through the wall defining said space for opening by said piston just before the end of a power stroke, exhaust valves located on opposite sides of said auxiliary combustion chamber, and means for opening said exhaust valves in coordination with the opening of said inlet ports to scavenge combustion products through said main cylinder space and out of said auxiliary combustion chamber during the latter portion of said power stroke and the initial portion of a compression stroke.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,805,670 Miller May 19, 1931 1,835,490 Hesselman Dec. 8, 1931 2,036,253 Bremser Apr. 7, 1936 2,051,204 Elwell Aug. 18, 1936 2,061,826 Bremser Nov. 24, 1936 2,317,536 Hocke Apr. 27, 1943 2,411,740 Malin Nov. 26, 1946 2,412,821 Malin et al. Dec. 17, 1946 2,431,857 Fenney Dec. 2, 1947 2,431,875 MacKenzie Dec. 2, 1947 2,448,950 Barber et al Sept. 7, 1948 2,484,009 Barber Oct. 11, 1949 FOREIGN PATENTS Number Country Date 185,706 Great Britain Sept. 14, 1922 386,785 Great Britain Jan. 26, 1933 730,932 France Aug. 26, 1932 OTHER REFERENCES .Air Swirl in Oil Engines, by J. F. Alcock, B. A., A. M. I. Mech. E, published in The Automobile Engines, Feb. 1935, pages 49-54. 

